Power plant starting system



June 2, 1959 D. A. DOTSON 2,888,801

POWER PLANT STARTING SYSTEM Original Filed March 13,1951

3 Dona/cl A Dotson,

INVEN TOR.

Attorney United States Patent ice POWER PLANT STARTING SYSTEM Donald A. Dotson, Los Angeles, Calif., assignor to The Garrett Corporation, Los Angeles, Calif., a corporation of California Original application March 13, 1951, Serial No. 215,207.-

Divided and this application December 28, 1953, Serial No. 400,667

4 Claims. (Cl. 60-3914) The present invention relates generally to power plant control apparatus, and is more particularly concerned with a starting control system for a power plant, such as a gas turbine unit.

The present invention constitutes a division of my copending application, Serial No. 215,207, filed March 13, 1951, now issued as Patent No. 2,808,702.

Briefly, the novel control of the present invention is associated with a gas turbine power plant of unitary construction, wherein the air output of an associated compressor is utilized for a plurality of purposes, namely, (a) as a source of combustion air for the turbine, (b) as a source of compressed air which may be distributed for power purposes; and (c) as a source of fluid pressure for actuating pneumatic devices of the control system. The invention therefore contemplates as one object the provision in connection with a gas turbine driven compressed air power plant, of a novel control system embodying a combination of pneumatic-electric starting and associated control components.

Limiting factors for the most efficient and safest operation of gas turbines are: (1) hot wheel or nozzle temperature, and (2) rotational speed. In order to obtain most efiicient operation, it is therefore usually desirable to bring the nozzle box temperature to a maximum as rapidly as prudently possible, when beginning operation from a cold sart. Further, it is desirable that the temperature rise be uniformly maintained in order to minimize thermal shock by undesirable sudden temperature changes. With the foregoing in mind, the present invention contemplates the provision of novel acceleration control which will permit rapid acceleration with uniform rise of nozzle box temperature, and which utilizes control elements sensitive to a temperature proportionally related to that of the nozzle box to control a fuel flow regulating valve.

Not only is it desirable that the nozzle box temperature be limited in the above manner during the starting operation, but, it is likewise important that these temperatures be considered while the power plant is operating under load. It is a characteristic of compressed air power plants of the gas turbine type, that increased power demands above that for which the plant is rated causes a reduction of air supplied to the combustion chambers for the turbine. The fuel to air ratio increases and causes an excessive rise of nozzle box temperature. In order to retain the nozzle box temperatures within required limits for most efficient operation, it is proposed to provide a load limiting device under the control of an element which senses a temperature proportionally related to that of the turbine nozzle box temperature.

In the case of a hot gas turbine having its nozzle box supplied from two or more combustion chambers, it is most desirable that all of the combustion chambers shall supply air at substantially the same temperature, in order to prevent damage which might result in the event that one or more of the combustion chambers fail to ignite the fuel supplied to them. As an object of the 2,888,801 Patented June 2, 1959 2 present invention, it is contemplated to provide protection against failure to light-off one or more of the combustion chambers, which utilizes sensitive means which will operate to shut-down the power plant upon failure of 5 combustion chamber light-off.

*and cooperating therewith to provide a chamber 37 Still another object is to provide in connection with the control system, a novel thermostatic valve for controlling a fluid flow, such as air, in response to variations in turbine nozzle box temperatures.

Further objects of the invention will be brought. out

The power plant in general Referring now generally to the drawings, the present invention is disclosed as being embodied in a power plant 10 in which a hot gas turbine 11 drives a compressor 12 having its outlet connected with dual combustion chambers 13 and 14 which are respectively connected through ducts 15 and 16 for conducting the'hot gases to the turbine. Air supply to the compressor is through an inlet 17. Fuel for the combustion chambers is supplied. from a fuel pump 18 driven by the turbine, this pump having its inlet connected to a suitable source of fuel supply through a shut-off valve 19 by a conduit 20. The pump outlet is connected with nozzles 21 and 22 in the combustion chambers by means of a conduit 23, fuel flow through this conduit being controlled by a solenoid valve 24 and a by-pass valve 25, as will hereafter be explained indetail.

The compressor 12 is provided with a plurality of bleed-01f connections 26 and 27 from which compressed air may be distributed through suitable ducts to points of use for'power purposes. In the present instance, the

connection 26 is shown as being connected to a distribu'- tion duct 28 for supplying air, as indicated by the arrow 29, to remotely located air actuated apparatus, for example, an air turbine motor (not shown). The connection 26 is also shown as being connected with a branch conduit 30 by which air from the compressor outlet may be supplied to pneumatic control which will be described later in detail.

An electric starter 31 is shown as having a driving connection with the unit, and there is also provided a suitable over-speed switch 32, which is connected into the control system of the power plant, to be described.

, Fuel supply and control system I As'diagrammatically illustrated, thefuel system is a simple single flow line inwhich the supply conduit 20' connects with the inlet of the fuel pump 18, and an outlet connection conduit 23 connects with the nozzles of the.

combustion chambers. Control of the fuel supplied to thecombustion chambers is accomplished by regulating the by-p'ass of fuel from the outlet side of the fuel pump 18 to its inlet side. For such purpose, the bypass valve 25 is connected by a conduit 33 with conduit 23, and by. conduit 34 which connects with conduit 20 on the inlet side of the pump. The by-pass valve 25 in addition to fuel metering, also acts as a safety device for the fuel system and forms a relief valve which will open under abnormally high pressure to by-pass fuel around the fuel The by-pass valve 25 comprises a casing 35' having 'a fixed wall 36 inwardly spaced from one end of the casing communication with a flow opening 38 in the wall 36. Between the wall 36 and the opposite end of the casing 35, the interior of the casing is divided into separated chambers 39, 40 and 41 by movable wall structures 42 and 43;

The wall structure 42 comprises a bellows 44 which is anchored at one end and communicates interiorly with chamber 40, and is connected at its other end to a metering valve 45 operatively associated with the opening 38 and adapted to seat therein in closed position. A coil spring 46 supplements the action of the bellows 44 and acts to urge the valve towards seated position. The valve 45 is further connected by means of a stem 47 or other suitable structure with the movable wall structure 43 which in this instance has been illustrated as comprising a diaphragm.

The chamber 37 is connected to receive fuel pressure through conduit 33from the outlet side of the fuel pump, while chamber 39 is connected with the inlet low pressure side of the pump by conduit 34. The chamber 48 communicates through a port 48 with atmosphere. The confronting faces of'wall structures 42 and 43 are therefore subject to a common pressure, in this case atmospheric pressure. The chamber 41 is connected through a conduit 49iwith the control pressure side of the pneumatic system supplied by conduit 30, a restricted orifice 50 being interposed in the flow path of the control air pressure to the chamber 41.

The eifective area of the bellows 44 is made equal to the area of the opening 38, thereby providing constant pressure areas in all positions of operation of the valve 45. It will thus be seen that the ratio of the eifective area. of the wall structure 43 to the area of the orifice 38 establishes a substantially constant fuel-to-air ratio, since the control pressure established by means of the restricted fiow from the compressor outlet acts on the diaphragm in the chamber 41 in a manner equivalent to a variable force which changes directly with compressor pressure changes. This variable force is augmented by the spring 46 which has a sutficient valve closing force to supply. enough fuel pressure to the combustion chambers for-initial light off. Opening action of the metering valve 45 causes more fuel to be by-passed from the highpressure side to the low pressure side of the pump 18, and vice versa.

Pneumatic-electric starting and control system Provision is made for automatically starting the power plant through a combination of pneumatic and electrical components which provide compact, lightweight,

small space occupying accessories. .The various steps are properly coordinated and sequentially effected 'upon the closing of a starting switch 51 having normally open contacts 52. This switch, as well as a stop switch 53 having normally closed contacts 54, maybe mounted at any desired location with respect to the power plant which it controls, and if desired may be located at a remote station such as the pilots or flight engineers station. This station may also include indicating lamps, as illustrated at 55, as necessary.

In addition to the main start and stop switches mentioned ab'ovefth'e other electrical components comprise normally closed contacts 56 of the over-speed device 32. The starting motor 31 is controlled through 'a starting relay '57 having an actuating coil '58 and normally open contacts 59. 'Combustionchamber ignition coils '60 and 61 :are 'energiza'ble to light-01f the combustion chambers during starting.

Thermocouples '62 and '63 are respectively positioned.

in 'the hot gasfducts and 16 leading to the turbine. These thermocouples are connected'with opposed polarities in series with an actuating coil '64 of a difierential relay 65,- this relay having normally closed contacts 66. With this arrangement, it willbe appreciated that solong asthetemperatures ofthe hot gases from the combustion .4 chambers are substantially equal, the voltages generated by the thermocouples will be substantially equal and in opposed relation. In the event that either of the combustion chambers should fail to light-off, an unbalancing will be established and current will be forced through the coil 64 of the relay 65 and cause it to open its contacts 66. Similar operation will take place in the event that one of'the combustion chambers should inadvertently blow-out after operation has been initiated. 10

A holding relay 67 contains normally open contacts 68 and an actuating coil 69, one side of this coil being connected in an energizing circuit by a conductor 70 containing thev contacts 66 and 56 therein in series relation.

Pneumatic components consist of a multiple differential pressure switch assembly 70. This switch assembly contains a plurality of spring biased bellows 71, 72, 73, and 74 which are connected to a conduit by which operating fluidpressure is supplied from conduit 30. The bellows 71 is associated with and actuates normally closed contacts 76a and normally open contacts 76b. Bellows 72 and 73 are associated with normally closed contacts 77 and 78, respectively, whereas the bellows 74 is operatively associated with normally open contacts 79.

The operation of the pneumatic-electric starting and.

control will now be described. A suitable source or sources of electric control current will be provided, as necessary, and may be taken from a suitable generator or battery. In the present instance, the electrical supply is shown as being from batteries A and B, respectively, these batteries having one terminal grounded.

In order to start the, power plant, it is only necessary to depress the starting switch '51 so as to close its contacts. The starting motor 31 will now be energized by activation of the starting relay 57 through the following circuit; from one side of the battery A through contacts 52,.conductor '80, contacts 76a, conductor 81, contacts 5401' the stop switch, conductor 82 through contacts 78,,

conductor 83.to oneside of coil 58 of starting relay 57,

' and from the other side of this coil to ground. Energization of the starting relay 57 causes it to close its contacts 59 and connect the electric starter 31 to the battery B.

Simultaneously with the 'energization of the electric,

starter, .the energizing coil 69 of holding relay 67 is energized through the following circuit: from the energized conductor 81, through conductor 84 to one side of the coil 69, from the other side of this coil through,

conductor 70, contacts 66 and thence through contacts 56'to the other side of the circuit. Energization of the relay 67 causes it to close its contacts 68 to form abridging connection from the battery A, through conductors 85 and 86, to conductor 82 of a holding circuit for the starting relay 57, this holding circuit being independent of the starting switch 51 which may now be released.

The electric starter 31 being thus energized will'start the-power plant and continueto accelerate its speed. As the speed increases, the compressor 12 will begin to build up pressure in the conduit 75. When this pressure has reached a predetermined value, for example, 10" H O gage, -the bellows 71 expands to open its contacts 76a, and-close its contacts 76b to complete an energizing circuit to the'solenoid valve 24 as follows: from one side of'the battery A through conductor 85, contacts '68, conductor "8'6, stop switch contacts 54, conductor 81, contacts 76b, and thence through conductor 87 to the actuating coilof solenoid valve 24, and to ground. Actuation.

of- 'thevalve 24 causes it to open and permit flow of fuel to the nozzles 21 and 22 of the combustion chambers.

Simultaneously with-the energization of solenoid valve 24, the ignition coils '60 and 61 are energized through a circuit as follows: from the now energized conductor 87, through conductor 88, contacts 77, conductor 89, thence through branch conductors 90a and 90b to the respective primary windings of ignition coils 60 and 61, thence to ground.

hoti1cl one or the other of the combustion chambers fail to-light-ofl, the differential relay 65 will operate to open its contacts and thus interrupt the energizing circuit of the holding relay 67, thus permitting it to drop out and open its contacts 68 in the energizing circuit of the starting relay 57, the solenoid valve 24, and the ignition coils 60 and 61.

Assuming ignition to be normal in both combustion chambers, the compressor continues to build up pressure. When this pressure reaches a predetermined value, for example, 45" H O gage, the medium pressure bellows 72 will expand to open its contacts 77 and interrupt the energizing circuit to the ignition coils; combustion of fuel in the combustion chambers now being self-sustaining.

. The power plant continues to accelerate its speed under the action of the starter and turbine power until the compressor pressure reaches a predetermined higher value sufiicient to cause the high pressure bellows 73 to open its contacts 78, whereupon the energizing circuit of the starting relay 57 is interrupted and the relay operated to open its contacts and de-energize the electric starter; the power plant at this time being wholly self-sustaining.

As the power plant comes up to operating speed, the compressor pressure causes the very high pressure bellows 74 to close its contacts 79 to energize the lamp 55 from the hot conductor 87, and thus inform the operator that the power plant is ready to deliver pneumatic power from the pressure air connections 26 and 27.

Over-speed switch 32 acts as a safety device by opening its contacts 56 in the energizing circuit of holding relay 67 in the event of excessive speed. The power plant may also be shutdown by actuating the stop switch 53 so as to cause it to open its contacts. Since these contacts 54 are also in the energizing circuit of relay 67, the relay will shutdown the power plant in the same manner as in the case of over-speed.

Pneumatic governing and regulating system Maximum acceleration of the turbine during starting operation will be obtained when the turbine nozzles are maintained at their allowable maximum operating temperature. For controlling the turbine nozzle temperature during the period when the power plant is accelerating from zero up to maximum speed during a starting operation, a thermostatic valve 91 is mounted in the turbine exhaust, this valve having a thermal sensitive control for modifying the operation of the by-pass valve 25 during starting. It will be appreciated that the turbine exhaust temperature will reflect the turbine nozzle temperatures.

A fitting 108 of the thermostatic valve 91 is connected to the control pressure system, and hence to chamber 41 of by-pass valve 25, by means of a conduit 113. Therefore, when excessive temperature obtains at the turbine nozzles, the valve 91 relieves control system pressure in the chamber 41, causing the fuel metering valve 45 to unseat a greater distance and allow fuel pressure on the high side of the fuel pump to force a greater amount of fuel through the pump by-pass. As a result, fuel flow to the combustion chambers is decreased with a consequent reduction of temperature at the turbine nozzles. Upon decrease of temperature at the turbine nozzles below the maximum allowable temperature, the opposite action takes place.

After the power plant is up to speed and pneumatic power is available, the thermostatic valve 91 cooperates with a load limiting servo-valve 114 in a manner to limit the pneumatic load to values consistent with maximum desirable temperature at the turbine nozzles. For this purpose, a fitting 109 of the thermal valve 91 is connected by means of a conduit 115 to the operating cylinder 116 within which an operatively associated piston 117 is mounted for reciprocal movement. The piston is connected by a link 118 to a butterfly valve 119 for controlling flow through theduct 28. A spring 120 acts against the piston in a direction to move the butterfly valve towards closed position. Motivating air pressure is supplied to the cylinder 116 from conduit 30 through a conduit 121 having a flow restricting orifice 122 there- It is preferred that the mechanism of the thermostatic valve 91, which controls the pressure in the load limiting control conduit 115, be calibrated so as to operate at a temperature of, for example, F. under that which controls the pressure in the by-pass valve control conduit 113. This permits both the acceleration and speed controls to operate the fuel by-pass valve 25 so as to maintain maximum temperature at the nozzle box at all times regardless of the amount of pneumatic load on the power plant. It also permits load modulation by the butterfly valve without interference by the acceleration control of the pneumatic control circuit at the governed speed.

It will be appreciated therefore that during the accelerating phase of starting, the operation of the power plant is under the supervision of the acceleration control. Since the compressor pressure increases roughly as the square of its speed, the compressor pressure will rise rapidly as designed speed is approached, this increase being accompanied by a corresponding increase in fuel pressure. During the latter speeds of acceleration, the nozzle temperature, which increased rather abruptly in the initial starting phase, will begin to drop ofii. Thus, the acceleration control thermostat becomes less controlling, and as no load designed speed is approached, the thermostatic valve will only function as a standby control with conduits 113 and sealed off.

The load limiting control is ineffectual during the accelerating period of the power plant, sinceno load has been applied. Whenload is applied, the thermostatic valve 91 will act tomodulate the amount of bleed air available for that load in accordance with a nozzle temperature of approximately 100 F. under that at which the acceleration control would operate as previously discussed.

It is, of course, desirable that the butterfly valve 119 should be located as closely to the connection 26 of the compressor as is practicably feasible, since any leakage which might occur in the distribution duct 28 between the connection 26 and the butterfly valve 119 might not result in temperature limiting control by the butterfly valve. In that event, the operation of the bypass valve 25 by the thermostatic valve 91 would be the sole means for limiting nozzle temperatures.

The rotational speed of the power plant is under the control of a pneumatic governor which will now be described. The pneumatic governor according to the present invention is generally designated by numeral 123. The governor comprises an enclosing casing 124 within which a movable Wall structure 125 is positioned adjacent one end of the casing with which it cooperates to form a chamber 126 which is connected through a conduit 127 to receive operating pressure from the conduit 30.

The movable wall structure 125 includes a differential bellows 128 mounted within the chamber 126, the interior of this bellows being open on its opposite side to pressure existing within a chamber 129 extending between the movable wall structure and the opposite end of the casing, this chamber being vented to atmosphere through a port opening 130.

Within the chamber 129 there is pivotally mounted on a pivot member 131 a right angled crank 132 having arms 133 and 134 respectively. Movement of the bellows 128 is transmitted to the crank 132 through a thrust bar 135, one end of this bar being attached by a suitable connection to the bellows structure, and the other end I of the bar carrying an anti-friction contact wheel 136 which bears against an adjacent surface of the arm 133.

Thrust forces exerted by the bellows 128 will act to move the crank 132 in a clockwise direction.

Movements of the crank 132 by the action of thebel lows 128, are modified by the action of an absolute pres:

sure-device 137 which consists ofan evacuated-bellows;

138: and a temperature compensating mechanism 139.

The action of the bellows 138 is transmitted to arm 13.4;

these bellows may be. subjected under varying ambient" conditions.

The crank and bellows combination described above: would provide constant speed control of the power plant,

in accordance with changes of pressure at the compressor inlet, assuming inlet air temperature as being constant; However, it is a characteristic of this'type of power plant, with merely pressure ratio control, that its speed decreases with decrease of inlet air temperature. Temperature compensation is therefore arranged by utilizing a bimetallic strip 142, this strip being anchored at one end and having its free end connected through a link 143 Withthe.

end of the thrust bar 135 which carries the contact wheel; The operation of the bimetallic strip is such as to vary the force arm at which the bellows 128 acts on the crank arm 133 in such a manner as to increase the pressure ratio with decrease of temperature. In other words, upward movement of the strip 142 accompanies a temperature decrease and causes a decrease in the length of the force arm between the crank pivot 131 and the point of contact with the wheel 136.

The mechanism as described above provides movement of the crank 132 in accordance with pressure ratio changes as corrected for by any temperature changes. By changing the fixed characteristic correction of the bimetallic strip 142, any desired operation of the power plant may be obtained. That is, the power plant may be given a constant speed or even an increasing speed characteristic with decreasing temperature at the inlet of the compressor. It is preferred, of course, that the bimetallic strip be located in or adjacent to the compressor inlet of the power plant so as to correctly sense the inlet air temperature.

The movements of the crank 132 are utilized in the speed control of the power plant by being associated with a suitable bleed conduit 144 arranged to bleed pressure from the chamber 41 of the by-pass valve 25.

The conduit 144 has an end which terminates within the chamber 129 of the pneumatic governor housing, this end being formed to provide a seat 145 for a reed valve member 146 which is normally closed against the seat 145. The free end of the valve member overlies an adjacent end of crank arm 134- so that upon clockwise movement of the crank 132, the valve member 146 will be lifted from its associated seat and permit bleed flow from the chamber 41 of the by-pass valve through the conduit 144. The valve member 146 has suflicient spring resiliency to seal against escape of control pressure air, until moved by the associated crank arm.

It will be appreciated that changes of compressor pressure between low load and full load are only nominal, when the power plant is running at governed speed. Therefore, the differential bellows 128 necessarily provides sensitive control of the reed valve member 146 in order to provide constant, speed at the particular load. During power delivery periods, the thermostatic valve 91 operates primarily as a load limiting modulator, with a further stand-by protection feature against excessive fuel consumption, and in such an event the thermal valve overrides the action of the governor where excessive nozzle temperature might result from governor action.

It is appreciated that various modifications may suggestthemselves to those skilled in the art without departing from the, spirit of the present iuventiornand, hence, itis desired; that the invention shall not be restricted, to the former forms shownor uses mentioned, except:

to, the: extent indicated in the appended claims.

lclaim: 1. Air supply apparatus, comprising: a gas turbine having a combustion chamber; fluid pumping means driven:by said turbine; a fuel supply connection with. said chamber; a fuel control valve in said supply connection; an electric fuel igniter operatively associated.

with said chamber; a starter motor for said turbine; switching means responsive to the pumping means fluid pressure, said switching means having sequentially operable low pressure contacts, medium pressure contacts and.

high pressure contacts; means including said low pressure contacts in circuit with a starting switch operable to ener-- gizesaidstarter motor through said high pressure contacts; and circuits established by actuation of the low pressure contacts for energizing said fuel control valve and saidfuel igniter, the latter through medium pressure contacts, whereby upon the occurrence of medium pressure the medium pressure contacts will operate to disconnect the fuel .igniter, and upon the occurrence of high pressure the-actuation of the high pressure contacts'will.

operate to disconnect the starting motor.

2. Powerapparatus, comprising: a hot gas turbine having a plurality of combustion chambers; fuel supply means for said combustion chambers including a solenoid fuel control valve; air pumping means driven by said turbine; a first relay having an energizing coil and normally closed contacts; thermocouples in said chambers connected with opposed polarities in series with said relay energizing coil; electro-pneumatic starting means for said turbine including sequentially operable air controlled switches connected to receive air from said pumping means; and a holding relay having an actuating coil energized through a circuit containing the contacts of said first relay, and containing normally open contacts operable in closed position to energize said solenoid control valve through a circuit containing the contacts of atmocouples in said chambers connected with opposed polarities in series with said energizing coil, whereby upon combustion failure in one of said combustion chambers, the fuel valve will be de-energized and close.

4. Power apparatus, comprising: a hot gas turbine having a plurality of combustion chambers; fuel supply means for said combustion chambers including a solenoid fuel control valve; air pumping means driven by said turbine; a first relay having an energizing coil and normally closed contacts; thermocouples in said chain.- bers connected with opposed polarities in series with said relay energizing coil; starting means for said turbine including sequentially operable switches controlled as a function of the turbine speed; and a holding relay having an actuating coil energized through a circuit,

containing the contacts of said first relay, and containing normally open contacts operable in closed position 7 to energize said solenoid control valve through a circuit containing the contacts of at least one of said switches.

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